Triple valve.



W. G. CANION.

TRIPLE VALVE.

APPLICATION .FILED meme. 1911.

1 ,275, 1 29 I Patented Aug. 6, 1918 6 SHEETS-SHEET i INVENTOR WITNESSES ATTORNEY m: Nmzms PETERS co. FHOYOJ-IIMB..WASMING1DN. o. c

W. G. CANION.

TRIPLE VALVE.

APPLICATION FILED mus. m7.

, 1,275,129. I Patented Au 6, 1918.

6 SHEETS-SHEET 2.

INVENTOR 14 77/1212 (7. flail/012.

W'rrNEssEs Y ATTORNEY ma uoRRIs P575515 00.. Pumuryn. wasumumu. n. c

W. G. CANION.

. TRIPLE VALVE. APPLICATION FILED IANJQ. 1911.

1,275,129. Patented Aug. 6, 1918.

6 SHEETSSHEET 3.

Z 45 a9 W 5 J, 2&- 1 J9 INVENTOR WITNESSES @Z%%Z%w i BY ATTORNEY W. G. CANION. TRIPLE VALVE.

APPLICATION FILED JAN. 19. 19!]- Patented Aug. 6, 1918.,

' INVENTOR W 17/12/122 a finlzlblz.

BY y

6 SHEETS-SHEET 4.

W ITNESSES I ATTORNEY m: uunnls rzrsn ca. Pun- 04.1mm wumnawm n. c.

W. G.- CANION.

TRIPLE VALVE.

APPLICATION FILED JAN.|9. \917.

1 ,2? 5 1 29 I Patented Aug. 6, 1918,

6 SHEETSSHEET 5- INVENTOR 69 mgm ATTOR N 5v WITNESSES m: mmms urn-us ca. Pncmu'nuz. wmmcmn. n c

W G. CANION.

TRIPLE VALVE.

APPucAnou men JAN. 19; 1917.

Patented Aug 6, 1918- 6 SHEETS-SHEET 6- INVENTOR 14 iii/am 6 621225022.

ATTORNEY m: lvomws Pncfls co" Pnnmuma. umsnma run. 11 I:

WILLIAMGEO. CANION, OF BALTIMORE, MARYLAND.

TRIPLE VALVE.

Specification of Letters Patent. 1 Patented Aug. 6, 1918 Application filed January 19, 1917. Serial N 0 .143341.

T 0 all whom it may concern Be it known that I, WILLIAM G. CANIoN,

a citizen of the United States, residing at Baltimore, in the State of Maryland, have invented new and useful Improvements in Triple Valves, of which the following is a specification;

This invention relates to certain new and useful improvements in triple valves, and

particularly to a rotary triple valve of the generaljtype 'disclosed'in my prior applicag tion filed June 7, 1915, Ser. No. 32,696.

The main object of the inventionjisto pro-' vide a triple valve of the rotary type which is adapted for performing any and all'of the usual functions, which may be employedin any ordinary type of air brake system in conjunction with other triples, and which additionally is convertible at Will from a plain triple, having the usual functions, to

a triple having other and desirable functions to meet the varying requirements of general service conditions. v

A further object of the invention is to provide a construction which enables a valve of the rotary type to be used with great effitension 8 which is detachably' secured, as by screwsor othersuitable fastenings 9, to

ciency, which insures great sensitiveness of action under all conditions of service, and

which provides for the more reliable and,

complete control by the engineer of trains of varying lengths under ordinary running conditions and 1n descendlng grades.

iV-ith these and other objects in view, the

invention consists of the features of construction, combination and arrangement of parts hereinafter fully described and claimed, referencebeing had to the accom panying drawings in which Figure 1 is a sectional plan view of my improved triple valve, taken on lineoa' of Fig. 2, showing also a portion of the auxiliary reservoir. r

Fig. 2 is a vertical longitudinal section of the same on line'22 of Fig. 1.

Fig. 3 is a sectional plan view on line 33, 'of Fig. v

Fig. 4: is a vertical transverse section on line 44 of Fig. 2. r

Fig. 5 is a vertical transverse section on 7 line 55 of Fig. 2.

Figs, 6 to 11, inclusive, are horizontal sections through the valve and valve shell taken on a line through the upper series of ports and passages, and showing the valve in different positions.

Figs. 12 to 17, inclusive, are similar sec tional views of the valve and valve shell,

taken on a line through the lower series of ports and passages.

Figs. 18 and 19 are vertical axial sections through the valve/and looking toward op posite sides of the interior thereof.

Figs. 20 and 21 are elevational views look' ing toward opposite sides of the valve.

Fig: 22 is a diagrammatic v'iew' of the partsof the valve mechanism, showing par- I ticularly the ports and passages.

In carrying-my invention into practice, I

provide a valve structure including a casing composed of an air chest or pressure cham her 1, and valve chamber oncasing proper 2, and a retarding casing orchamber 3. The pressure chamber 1 is divided on a vertical longitudinal line into two separable sections 4 and 5 united by screws or other suitable fastenings 6, and to said pressure chamber 1 are detachably secured the valve chamber 2 and the retarding chamber 3, by means of screws or other suitable fastenings 7 and 8, respectively." As shown, one of thesections, as the main section l'of the pressure chamberis provided with a vertical flange or exthe adjacent end of the auxiliary reservoir 10. The valve chamberv2 is preferably in the form of a bonnet or cap which rests the auxiliary reservoir, whereby the parts of upon the top of the pressure chamber and extends under. a flange or projection 11 on the valve are firmly secured in position upon said reservoir.

Thepressure chamber lis provided inits opposite sides with ports or passages 12 and 13 for respective connection withthe train pipe llfand the auxiliary reservoir pipe 15,, and these passages 12 and 13 communicate pressure chamber in which is arranged a.

ing the rotary valve.

, with the opposite sides of an intermediate j rates the chamber into compartments, 18 and I 19,-see Figs. 3 and 5, communicating respectively with the ports 12 and 13, seeFig. 22,

whereby the diaphragm is subjected within the compartment 18 to train pipe pressure, flIId"W11 tl1lI1 the compartment 19 to auxiliary j the diaphragm is seated with a gasket 20 in a recess 21 in the section 5 of the air chest reservoir? pressure. The marginal edge of gasket 20 against the adjacent face of the section 4 of the air chest, said diaphragm and gasket being ,secnrechin positionmbyi;

screws or other preferred fastenings 22.

Secured to the center of the diaphragni' 'onopposite sides thereof are plates 23 forming a rigidsva11e, =;rendering the diaphragm 'sulii ciently stiff to maintain itsshapc and 110 sus tain the pressures i'alling thereon, said vane also, serving as a means by whichthe dia phragm. is connected with the rotary, valve, for imparting motion to the latter, as ,hereinafter fully described, It will be observed that by lGIllOYiIlg theisection 5 of the ,air'

chest accessmayibel obtained to the pressure chamber .for theipurpose. of cleaning the same or repairing or renewing any ofthe parts contained thereinh The ,valve ,casing 2 is provided with .a

chamber 24 to receive a ,valve. shell oncage,

25 and a rotary valve, member 26, said shell or cagebeing firmly secured or fastened n position against movement and provided; withfa tapered bore to receive, the valve 26,

which is of the hollow taperedtype. ,As shown, the valve is closed at its bottomby an integral head 27 and at its top by a cap or head28, and said head 27 is provided. in 1 its underside with recesses 29 to receive dowel-pinsor coupling pins 30 projecting upwardly fronra vhead or enlargement 31 formed upon the upper end ofa stem or the conical end 36 of a retaining and adjustshaft or stem may be accurately adjusted to raise or lower thevalve and thus vary its 5 seating action in the conical bore of the valve cage or shell.

The head 28 is formed with a recess 38 in which is fitted an anti-friction ball or hearing member39 engaged .by the end of an adjusting screwAtO fitted in the top of, the

valve, casing and adapted to be held in ad-l justed positions by a check nut 41, such arrangement-of theadjusting screws 37 and i .per portion with a series of ports and grooves for cooperation with the upper se-v 1 4-0arid the bearing surfaces'being such as to permit the valve to be adjusted upwardly I or. downwardly to' an exceedingly accurate degree and retained in such ad usted pos1- tion, while at the same time permittingit to have free rotary movementin the valve shell or cage. 'By'this construction any. n

" ferential groove 67' for cooperat on with the ports 45,46 and 4:7. 21 port' i8 for co'iipera,- I

tendency of the valve to wedge, stick 'orbind in the valve shell will-be prevented, and the valve'may be adjusted whenever necessary. to accurately compensate for wear and to" bind, with: just sufficient friction on the valve 37 closing the lower end ofsaid V bore, the construction being such that the shell to prevent leakage. 'The valve may, therefore, be at all times kept in proper working condition, Esoas to be exceedingly sensitive in its action, while it may be seated within-the shell so as to obviate any liability of its tendency to stick or bind under any and all conditions of service hence-thevalve will be responsiveat all times in an exceedingly sensitive manner to variations of air pressure on the diaphragm, insuring its positive operatio11..under all conditions v of service. By mounting and adjusting, the valve. in the [manner described the necessity of finelymachining thecontact surfaces. of

the valve. .and. valve .cage, is avoided, thus 7 materially reducing the cost of construction. Disposed within the compartment 1 9 of the air chest is a valye actuating lever or arm.v

stem;32 and is coupled at itsopposite end by. v means eta linkxet? to a lug eat on the adjacent plate 23 of the diaphragm vane, wherebyin the movements of the diaphragm. by train line or auxiliary-reservoirpressurev responsive, rotary movements in one. direc- 42 which, is fixed at oneend to the shaft or tion -or;the other will be imparted, to the valve .26. y

The valve cage 25 is provided with an upper series of ports 45, .46, 4L7, 5L8, 49and 50, a lower seriesof ports 51 ,5 2, 53. and 54, and an intermediate 110N15 The port 45 communicates with a pipe 56 leading to the brake cylinder, the port-46 with a pipe 57 leading to a retainer.- valve 58, theports 47 and 51, with the atmosphere on the auxiliary reservoir pressure side, the port- 52v with a H described, the ports 53 and 48 with passages 60'and '61 leading to the auxiliary reservoir compartment l'? of the aiin chest, and the ports 54 and 55 with passages 62 and 63 leading to thetrainline pressure compartment 18 of theair chest, theport 4:9 with a .pipe 59 leading to a retarder, hereinafter I pipe 6 leading to a reduction reservoir 65,. g

and a port 50 with a passage leading to the atmosphere. on. the train line pressure side..- A check valve 66 of suitable construction is arranged in the'passage62 to close said passage against back pressure, while permitting Vi train line .air' to flow, when the port is opened, from the compartment 18 to the rotary valve.

The rotary valve 26 is provided in its upries of ports of the shell, and in its, lower portion witli'a series of ports and grooves. for cooperatlon with the. lower series .of

ports of the shell; As shownthe valve is formed in its upper portion with a circumtion with the port e8 aport 69 for coopersr i tion with the port 48, a grcovc '[Ofo'r coiiperation with t e po ts l9 an .,.a1.1d-,.-f

r with the port 45, and a for cooperation with'tie ports 51, 52 and 53,

a port 74, see Figs. 13, 15 and 20, for cooperation with the port 48, a port 69 for cooperation with the port 48, a pair of adjacent relatively large and restricted ports'64 and 79, for conjoint:and'independent cooperation With the port 48, a pair of adjacent relatively large and restricted ports 76 and 77 for conjoint and independent cooperation with the port 54, a port 78 for coiiperation tion with the port 45. c

It is to be observed that the ports 45, 4

and 48 in the shell, and groove 67 and ports 69 and 78 of the valve are of comparatively large area or size,-vvhile the other ports and grooves are of more restricted size, the ports and grooves of comparatively large size being designed to secure rapidand fr1ee ex haust or release under some conditions, and retaining and retarding actions under other conditions in a reliable and sensitive manner. It Will also be observed that the groove is L-shaped, having a vertical portion and a lateral portion, in order to adapt said groove to connectthe trainline port 55 With the individual reservoir port 49 under certain conditions. For convenience of description, the port 45 may be termed the brake cylinder feed and exhaust port, the port 46 a main or retainer exhaust port, the port 47 a secondary or direct exhaust port, the port 48 a recharge, application and emergency port, the port 49 the individual reservoir feed and exhaust port, the port 50 the at-- niospheric or final exhaust port for "the individual reservoir, the port 51 the retarder' chamber, exhaust port, the port 52 the retarder feed and exhaust port, the port .53 the;

lower feed port, to the retarded chamber from the auxiliary reservoir side of the air chest, the port 54 a primary train line feed port, and the port 55 a secondary train line feed port to the individual reservoir. The

grooves and ports in the valve Which coop-- erate With these sets or series of ports in the valve shell or cage may be correspondingly termed Where the groove or port hasa simple action, or combinedly termed Where the. groove orport cooperates with tWo or more ports in the shell for performing a plurality of functions, or actions. i g t i As stated, the triple valve is adapted to perform all of theordinary functions of the triple valves in common use, and also to perform certain other functionsincreasing its range of Y operation, convenience and effi.. ciency, all OfWlllCh operationswvill be set v ception 'thatthe. port v;77 partially registers forth in the. following description of the mode of operation of the valve, reference being particularly called to Figs. 6to22,.inelusive, showing clearly the construction of port 9 for coopera I g I auxiliary reservoir and the chambers 17 and thevalve shelliand cage, the constructionof I the valve, and the arrangement of'the ports H and passages cooperating therewith.

Figs. Sand 14 shoWthe valve in a normal 1 position, and by reference to these vievvs it 'willbe seen that thebrake cylinder is in exhaust or release connection through the port 45, grooves 67 and ports 46 and 47 With the exhaust outlets, While the ports 69 and 76 are in restricted communication with the ports 48 and 54 to connect the auxiliary reservoir with the train line for recharging action to maintain normal pressures andto establish communication'betvveen the train pipe and 18 of the pressure controlled diaphragm,

'Whereb'y said diaphragm \vill be normally subjected to equal opposing pressures, when the parts are innormal position and in normal conditions of service with the train line and auxiliary reservoir fully charged.

Figs. 9v and 15 'showtheposition of the' valve for service application of the brakes, Which position is obtained by reducing the pressure in the train line to ordinary service application,degreenvith the result of causing a movement of the diaphragm in one direction under auxiliary reservoir pressure,

whereby the valve ill be adjusted to conmeet the train line port 55 through the groove 7 Q vvith the reduction reservoir 65 forcthe flow of the air into said reservoir for g a rapid determined reduction, the movement of the valve causing the blanking of the port 45 Wltl1 respect to the exhaust groove 67, the registration ofports 45 and 79 forthe flow of auxiliary reservoir air to thebrake cylinder via registering ports 48 and 74, the groove 73 in this position of the valve connecting the ports 52 and 53 forthe flow of air from theauxiliary reservoir side of the pressure chamber. to the rctarder in the event that the'lat ter is employed, as

hereinafter described.

Figs. 7 and 13 show the position of the valve for an ordinary recharging action,

from Which it Will be seen that the brake cylinder is connected With the exhaust ports 45 and 46 through the groove 67 for a release action,--While the auxiliary reservoir is con-c nected through the ports 48 and 69, 54 and 76 and fullyvvith the train line through both 7 recharging ports. 7 6 and 7 7 so that the auxiliary reservoir may be recharged under normal conditions With air to Working pressure vvithinra given' time. i I 1 Figs. 6 and 12 show the position ofthe from which it Will be seen that' the position of the valveis the same as in Figs. 7 and 13, as concerningthe release, and with the ,ex-

with the port 54 for a restricted floW, vvhile the port-76 ismoved-out of register With the port 54 and the restricted port 77 is in corn-V valve for: a retarding recharging action 7 munication solely withsaid port 54, for the restricted supply of airfrom the train line, to the auxiliary reservoir, whereby a retarded recharging action is obtained. In Fig. 7

it will be seen that the reduction reservoir is atmosphere until completed. ln this posi tion it will be seen that the connections be".

tweenthe train line and. auxiliary reservoir and the brake cylinder are cut off, the com bined feed and exhaust .port45 closed, and the ports 49 and 50 connected to allow the air to continue to flow from the reduction reservoir to the atmosphere through the groove. 71. after movement of the valve from application to lap position.

Figs. 11 andv 17 show the position of the valve for an emergency action, in which air is admitted to the brake cylinder directly,

from the train pipe as Well as from the auxil-. iary reservoir. In this position of the valve it will be seen that theports 45 and-48 are in communication through the valve ports 7 8 and 69, while the port.45 isalso in communication with the train line port 54 through. the ports 7 8 and 76,ifrom which the,

operation will be readily understood.

It will be evident from the foregoing description that the valve is adjusted to its different working ..positions mentioned by var ations of pressure on opposite sides of the diaphragm 16, any variation, from an equalization. of pressures on both sides of said diaphragm, subjected to train line and whether due auxiliary reservoir pressures,

to leakage ora reduction'of pressure 1n the train lme by the engineers brake valve vcausing, through the operating connections, an immediate responsive action of the valve proportionate to the ,degree of reduction, whereby an automatic action of the valve to eflect the desired function is obtained. It

will be evident that as the valve is sensi tively mounted for operation it will respond to slight air pressure variations,,, thus ob-- v'iating liability of the valve sticking or becoming bound or requiringmorethan the ordinary pressures topperate it under differ;- ent conditions, so that all of the valves of the brake mechanism of the cars oneven a very long train will operate in substantial accord and without liability of causing irregular actions, dynamiting or other troubles produced by irregular and faulty. triple valve actions, The improved valve embodying my invention willoperate with greatelficiency 7 in anyordinary air brake system in common use w th othcrvalves of various types, and

by reas on of its constru ction and improved.

features used. in connection therewithlwill reduce to a material extentfaulty actions of other valves, due to .conditionsto which valves of ordinary construction are unable to respond and to functions obtainablebythe use of my improved valve for which other, valves are not designed or adapted.

Bumpers and 81 are respectivelygprovided in the train line and auxiliary reservoir sides of the pressure chamber to cushion the reverse ,JHOVBHIQHtS of the diaphragm, said bumpers being respectively backed by cushioning springs S2 These springs serve to prevent undulyrapid or violent notions of the diaphragm in its opposite movements, the? bumpers 80 properly checking andlimiting the motion of thediaphragm on extreme re'duct ons for an emergency action, while the bumpers S1 cushion the movement of the diaphragmon itsreturn to the normal position which it occupies as shown in 3 and 5.

Theexhaust ports 'and passages, are preferably of comparatively Wide area to provide folrapid release when desired, and for con trolling the exhaust of the air 4 from the brake cylinderto. the atmosphere and .estab retaining action when desired. I provide within the pipe 57 the retaining. The handleof this valve isadlishing a valve I 58, justable to a 45 degree angle for. a wide'opening action, to obtain an extra quick exhaust and release, which is desirable when the valve is used on interurban lines, is adjustable toan angleof degrees, or partially open .positionefor a plain release in connection with the primary exhaust. port, thus making the exhaust in such case of the same area in other triple valves, thus allowing either an extra, quick or a plain re- 7 lease to ,be obtained by simpleiadjustment of the retaining valve to the stated positions, as such valve cooperates with both thepri mary and secondary exhaust ports. For the purpose of controlling the travel of the diaphragm toward the auxiliary reservoir side,

I provide a controlling and retarding device,

whereby variableactions of the diaphragm may be obtained to adapt the valve for an efficient action at any point in a long train and to enable a more eliicient recharging action to be obtained. To this. end,a controller.

is provided consisting .of a reciprocating member or stem 84 slid ably mounted in the' casing 3 and having at one end an abutment head 85. provlded with an inclined or cam surfacetolie in the path of movement of the end of the arm 42 pivoted to the diaphragm,

whereby the diaphragm may be permitted to I have. either full or a limited degree of travel toward the auxiliary reservoir side of the p urachamber h 9 w e ffl 11061 or stem 84, see Fig. 22, is connected with a i retarding' or controlling diaphragm 86' disv posed wlthin a pressure chamber 87, said diaphragm being subjectedon one side to thepi'e'ssure of'a spring 88 and on its opposite side to the pressure of air within a chamber 89, communicatingwith the pipe 59, and within which is arranged a controlling and retainer valve 90. 'As cavity 89 communicates through the pipe 59 with the port 52, when the valve 90 is open, and said port 52 is in communication through the port 53, and groove 7 3with the auxiliary beevident' that'the diaphragm. 86' may be reservoir, it will subjected to auxiliary reservoir pressure to move it ifnone direction against the resistance of' the spring 88. Normally communi- Y cation between said cavity and the auxiliary reservoir'is closed, and the spring 88 proj ects the member 85 forward'into the'path of" the arm 42 and limits the travel of the diaphragm toward the auxiliary reservoir side jof the air chest, which is the position of the parts in the ordinary use of the valve. By

turning the valve 26 to application position *itlallows air to pass into 'said cavity for action'on the diaphragm 86 to retract the head 85 whereupon the diaphragm 16 will be permitted to havean extended range of movement toward the auxiliary reservoir side of theair chest. When the valve 26 is returned to full retarded position, as shown in Figs.'6" and12, this pressure 'on the diaphragm 86 will'be exhausted, allowing the stem 84 to be returned within the path of the arm 42 the action of spring 88.

3101; only adapted for interchange with other triples, and for the ordinary service, emer- 'gency andfgraduated -release actions, but by The improved valve herein described is being sensitivelymounted to operate with a minimum degree of friction, may be made of sufliciently great area to provide for all the ports and passages necessary as described ti'on to prevent leakagewhile obviating all without a material amount of fine machining and without liability ofsticking, since theisurfacesof the valve and its cage may be made to contact with justsufiicient fricor binding action.

valve is admirably liability of any wedgin'g Such a sensitive type o 3 adapted for use in conjunctionwitha pressurecontrolled diaphragm of the character described, so thatfvery fine motions and equalizing actions may be obtained, making possible the use ofa secondary exhaust port in additionto a primary exhaust port controlled by 'a'reta'ining valve which forms a direct element 'of the valve structure, this eliminating the use of the usual piping to retainer valves and permitting of the retention'of full pressure 1n the brake cylinders'while the train line is recharging, and consequently obviatingthe necessity of nipulations of the engineers brake valve, to

control the triple to release partly, and slowly, quickly or to graduate off. By means of the valve 90 and the retarder the triple valve is also rendered adjustable for use at any point in a long train, since if this Qvalve 90 is left open, it is' in' the retarded rechargeposition subject to automatic, but

temporary recharge back to ordinary recharge at the will of the engineer. With valve 90 closed, air is prevented from reaching the diaphragm chamber 89, and therefore the head 85 remains a permanent abutment forthe valve arm 42, so that the triple in this state of adjustment remains an ordinary recharge triple, wherein the diaphragm 16 is prevented from having more than itspreliminary traverse toward the auxiliary reservo1rs1de of the pressure chamber, with the effect of controlling the action of the triple, ashereinafter fully set forth..

d When an extra quick release action is desired, the valve 58 is set at a 45 degree angle,

f and as this affords the largest exhaust port the most rapid release will 'be obtained through'it; When interchanging it is necessary to have the plain release exhaust port the same size as the exhaust ports in other triplespfTdobtain this plain release the "handle of valve 58 is turned to a'90 degree angle "position, whereby the exhaust from the main or primary exhaust port 46 will be controlled'and plain release obtained by connection of said port with the open retainer valve. hen the handle of valve 58 {is set at zero approximately 96% of the pressure is retained inthe brake cylinder until the train lineis recharged, or until the engineers brake valve is placed 'on lap, which allows the reservoir side toequalize with the train line. In either case the spring bumpers 81 will move thediaphragm 16 toward the train line pressure side approximately.

three-eighths of an in'chtravel, thus connecting ports 45 and 67 with "port 47 for an exhaust action. The retaining valve 58 in this type of triple is also found to have, when closed, an extraordinary safety function for caseswhere the engineer has exercised poor judgment and allowed the train to get beyond maxnnum speedjon mountain grades, or the train is heavlertthan usual from snow 'or-ice and diflieult to control and is carried i forward by a heavywind. Under these circumstancea' and particularly when the piston travel of ordinary valves has been neglected and is longer than usual, the closure of the valve 58 for a retaining action is very valuable and serviceable for thefollow'ing the valve 58,

I has increased to 0 pounds, the brake cylindei' pressure having been retained, the valve is again placed in heavy service position, the equalizationthis time'being approximately 60 pounds. If the train is yet stubborn the brake valve is agaiii'placed iiirecharge position and, without releasing the bralres,'the train lineand auxiliaries are again charged to the maximum pressure and the third service reduction is made. This time the brake cylinders and train' 11116 will equalize'close to 65 pounds. :Thus the braking efiiciency can be increased in cases of eXtreme demand.

1 on long trains, the control of the 16 by the retarding mechanism" enabling The retarding mechanism herein described insures the proper operation of the valve in conjunction Withthe retainer '58 under the conditions mentioned in the use of the triple such functions to be obtained.- Itwill be understood that the valve 90 is merely acut-in and cut-out cock governing the admission of air to the diaphragm chamber 89, and that the head 85 acts as an abutment under certain conditionsto control the operation of I the diaphragm l6 and the valve actuating arm.

When a reduction in train line air is made, the diaphragm is moved forward, which changes the position of valve 26and moves vent 7 3 around until ports 53 and 52 are connected, at which time air from the auxiliary side of diaphragm 16 rushes around through valve 90 into chamber 89. This depresses the stem 84' and head 85 clear of the arm 42, so that'said arm 42 is allowed to have full travel, the valve 26 thus being.

moved to an abnormal degree to close the ordinary rechargeport 76and open the small recharge port 7 7 The air then feeds from the train line through the check valve and valve 26 back through ports 48 and 69,

thence downwardly into auxiliary reservoir side of the diaphragm pressure 'fchamber,

anidthfence on a direct course to the auxiliary reservoir. W'hen the retainiiigfi' alve 58 is closed and the retardedrechargevalve9O is opened, the valve26is converted to a long thediaphragm in either triple, at Whichtime j buinper springs Will movethe diaphragm forward to nrma jp and Open the re- 'lease to 'theatinosphere. The ordinary recharge to the auxiliary side is {also opened.

Tll retarded'discliarge action afiorded by port 77 is ofadvantage in extremely long ;trains','and is made'possible by Withdrawing j the head 85 out'of the path of movemen'tof have an'extendedtrav'erse or range of mo- "j'tion. When'the' air isfexhaustedfrom'the 'chainber 8 9;the' spring 88 vvill return the stem 8 L andlhead 85 to normal positionfthus moving said head into the path of the arm 4 to limit the movem'en r the dia hragm 116 for normal traverse toward the auxiliary reservoir side of the pressure chamber. A WVhen the train line and auxiliary reservoir pressures have equalized throughpo'rt 7 7 the spring bumpers '81 will move the diaphragm J forward, allowing the head 45 to continue toits full travel. 1 In ease the train line presthe arm 42, allowing the diaphragm'ldto' sure should then be increased thefhead 85 Without the necessity of maintainingbrake- 7 men on duty on-the' tops" of the cars" for hand braking action.

I unma- 1. A triple valve including acasing, a

fholloW 'ported valve therein controlling ports andpassage's forperforming ordinary triple valve functions, and positively actuated h pressure controllednieans subjected totr'aiii lineand auxiliary reservoir pressures for operating and controllingsaidvalve.

[10w rotaryh' alve having ports andpassages therein, and controlling ports' f'and passa es in thecasing for performing ordinary triple valve functions, and pressurecon'troHed 2'." A triple valve including 'a casing,aholmeans subjected to train line and auxiliary reservoir pressures for operating and controlling said valve. V

3. A triple valve including a casing, a valve therein having a normal range of motion to perform ordinary triple valve functions, and having an extended range of motion for performing retarding and recharging functions, and positively actuated pressure controlled means for operating and governing said valve for-ordinary and extended ranges of action.

4. A triple valve including a casing, a rotary valve therein having an ordinary range of motion for ordinary triple valve functions, and an extended range of motion for retaining and retarding functions, a pressure controlled element for actuating the valve, said element being governed by opposing train line and auxiliary reservoir pressures, and means governing said pressure controlled element to adapt the valve to have ordinary or extended ranges of motion. I

5. A triple valve including a casing, a valve having a normal range of motion for performing ordinary triple valve functions, and an extended range of motion for performing recharging and retaining functions, a diaphragm for actuating said valve, said diaphragm being subjected to opposing train line and auxiliary reservoir pressures, and means for controlling the motion of said diaphragm.

6. A triple valve including a casing, a rotary valve having a normal range of motion for performing ordinary triple valve functions, and an extended range of motion for performing retaining and recharging functions, a diaphragm operatively connected With said valve for controlling the same, said diaphragm being subjected to opposing train line and auxiliary reservoir pressures, means movable into and out of the path of motion of said diaphragm for per I mitting the same to have normal and extended ranges of motion, and means for controlling the aforesaid means.

7. A triple valve including a casing, a valve therein having a normal range of motion for performing ordinary triple valve functions, and an extended range of motion for performing retaining and recharging functions, said valve being provided with a plurality of exhaust ports and a plurality of differently dimensioned recharging ports, a pressure controlled element subjected to opposing train line and auxiliary reservoir pressures for operating said valve, means for limiting the movement of the said element for normal actions, and means for rendering the aforesaid means inoperative to adapt said Copies of this patent may be obtained for five cents each, by addressing the Washington, D. 0.

pressure controlled element to govern the valve in its extended movements.

8. A triple valve including a casing having primary and secondary exhaust ports,

a pressure retaining valve communicating with the primary exhaust port and adjustable to full and partly opened positions, a valve operative in conjunction With said ports for performing ordinary triple valve functions, and having an extended range of motion for performing retaining and recharging functions, and fluid pressure retarding means operative for adjusting the valve for retaining and recharging actions, and also for performing ordinary service functions.

9. A triple valve including a casing, a retainer controlling the exhaust from said casing, said retainer being adjustable to full and partial exhaust positions, a valve operative for performing ordinary triple valve functions and recharging and retaining functions, a diaphragm for operating the valve subjected to opposing train line and auxiliary reservoir pressures, means movable into the path of the diaphragm for normally limiting its movements to adapt the valve to perform ordinary triple valve functions, pressure controlled means in communication with the air system through the valve for operating, said member, anda controlling valve in the line of the connec- 'tion.

10. The triple valve including a casing, a valve controlling ports and passages for performing ordinary triple valve functions, a pressure controlled device subjected to 0pposing train line and auxiliary reservoir pressures 'for operating said valve and means for automatically balancing the valve Within the valve casing.

11. The triple valve including a casing, a valve controlling ports and passages for performing ordinary triple valve functions, a pressure controlled device subjected to 0pposing train line and auxiliary reservoir pressures for operating said valve and means including a cushioning connection for automatically balancing the valve Within the casing.

12. The triple valve including a casing, a valve controlling orts and passages for performing ordinary triple valve functions, a pressure controlled device subjected to 0pposing train line and auxiliary reservoir pressures for operating said, valve and means including an adjustable ball bearing positioned axially of the valve for automatically balancing said valve Within the casing.

In testimony whereof I afl ix my signature.

WILLIAM GEO. CANION. 

